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Posts from the Ozone Park Category

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Ulrich Back on Board With Woodhaven SBS After DOT Waters Down Turn Bans

DOT has significantly reduced the number of left turn bans in the Woodhaven Boulevard Select Bus Service project. Image: DOT

DOT has decided to significantly reduce the number of left turn bans in the Woodhaven Select Bus Service project. Image: DOT

DOT has halved the number of left-turn restrictions and cut about a mile of bus lanes from its plan to enhance bus service on Woodhaven Boulevard.

The changes will dampen the expected improvements in bus speeds and pedestrian safety but have won over Council Member Eric Ulrich, who’s back on board supporting Woodhaven Select Bus Service. Most of the street design, which will add dedicated bus lanes and pedestrian islands along Woodhaven and Cross Bay Boulevards, remains unchanged since the last iteration of the project, and DOT says the effects will be small.

In January, Ulrich told a meeting of the Woodhaven Residents’ Block Association — which organized against the plan — that DOT’s proposal “stinks.” Chief among Ulrich’s concerns was a proposed left-turn ban at Jamaica Avenue. “I don’t think it’s good,” he said of the plan. “I think we have to go back to the drawing board.”

Eric Ulrich

Eric Ulrich

It was a disappointing change of stance from an elected official who had been one of the project’s main proponents. In 2014, Ulrich co-authored an op-ed in the Daily News calling for “world-class” bus rapid transit on Woodhaven Boulevard.

Later that year, he told Streetsblog that the project was important to improve safety on Woodhaven, where more people lost their lives than any other street in Queens between July 2012 and December 2014, according to Transportation Alternatives.

“Whatever we’re doing now obviously isn’t working,” Ulrich said at the time.

DOT presented the revised project last week [PDF]. In addition to the left turn at Jamaica Avenue, the updated plan preserves left turns at Pitkin Avenue, Forest Park Drive, Myrtle Avenue, Metropolitan Avenue, 67th Road, 62nd Road, and southbound at Rockaway Boulevard — all of which were set for turn bans in the previous iteration of the plan. A section of bus lane between the Belt Parkway and Jamaica Bay has also been cut.

I tweeted at Ulrich to ask if the changes to the project meant he was back on board, to which he responded in the affirmative.

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Change Is Afoot on Conduit Blvd, a Speedway Dividing Neighborhoods

Conduit Boulevard, a highway-like road in on the eastern Brooklyn-Queens border, has seen four pedestrian fatalities since 2008. Image: DOT

Four pedestrians have been killed since 2008 on Conduit Boulevard, a highway-like surface street that divides Brooklyn and Queens neighborhoods. Image: DOT

Conduit Boulevard, a wide and dangerous road where drivers speed to and from JFK Airport, could get much-needed safety improvements from DOT between Atlantic Avenue and Sutter Avenue this year.

The street is designed like a highway, with wide travel lanes and north- and south-bound roads separated by a huge median. Vehicle access from Atlantic Avenue is literally an on-ramp. In Nassau County it becomes the Sunrise Highway, which frequently rates atop the Tri-State Transportation Campaign’s list of the state’s most dangerous roads.

This surface speedway cuts through East New York, Cypress Hills, and Ozone Park, limiting residents’ access to transit and curtailing safe walking and biking options within their own neighborhoods. In the neighborhoods along the 2.2-mile stretch covered by DOT’s project, most households don’t own cars.

DOT plans to present safety improvements to Brooklyn Community Board 5 and Queens Community Board 10 later this spring. The department is currently gathering feedback on the project via an online portal.

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Joe Addabbo Tells Voters to Fight Bus Lanes on Street Where He Drives Daily

The overhaul of Woodhaven Boulevard in southeast Queens promises to make buses faster and more reliable while preventing injuries and deaths on one of the most dangerous streets in the city. Naturally, State Senator Joseph Addabbo is mobilizing constituents to oppose the project and keep Woodhaven the way it is.

Joe Addabbo, Jr.

Addabbo has been agitating against the project most of the year, writing in the Queens Chronicle this April that “[r]ush-hour traffic would suffer significantly and, as someone who sits on that roadway every day during those times, I shudder to think it could get worse.”

In an email to constituents yesterday, Addabbo rattled off the typical litany of horrors you hear any time the city proposes repurposing street space from cars to other modes of travel: intolerable congestion, traffic diverted to other streets, plummeting sales for local business, and, somehow, even more danger for people on foot.

Woodhaven Boulevard and Cross Bay Boulevard have such a high rate of traffic injuries and fatalities because the current design is geared only toward moving as many cars as possible. On some stretches, the street is wider than 150 feet. As a result, speeding is rampant and people get hurt on a daily basis. From July 2012 to December 2014, eight people were killed in crashes along the proposed BRT route, and 1,432 were injured, according to city stats compiled by Transportation Alternatives.

The Woodhaven BRT design concept calls for pedestrian islands to shorten crossing distances. The reduction in general traffic lanes and left turns to make room for dedicated bus lanes, spun as a negative by Addabbo, is expected to yield substantial safety benefits, as fewer drivers weave dangerously across lanes and try to shoot through gaps in oncoming traffic to turn left.

For the 30,000 passengers who ride the bus on Woodhaven and Cross Bay daily, trips are projected to get 25 to 35 percent faster, according to DOT and the MTA. Prior experience with SBS projects suggests this will be good for local businesses. On Fordham Road in the Bronx, bus ridership increased 10 percent and retail sales shot up 71 percent after the implementation of SBS.

In opposing the Woodhaven project, Addabbo is bucking the political consensus on the City Council. Earlier this year, seven council members called on DOT and the MTA to consider “full-featured BRT” on Woodhaven and Cross Bay. Among the signatories was Eric Ulrich, who holds the council seat that Addabbo vacated.

DOT and the MTA have been hosting workshops about the project since last year and will be launching a fresh round of public meetings this fall. Construction is currently scheduled to begin in 2017.

Here’s the full message from Addabbo’s office telling his constituents to oppose the project:

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How Bus Rapid Transit Can Save Lives on One of NYC’s Most Dangerous Streets

Woodhaven Boulevard needs BRT not only to move transit riders faster, but also to save lives and prevent traffic injuries. Map: Transportation Alternatives [PDF]

Lives are at stake in the redesign of Woodhaven Boulevard and Cross Bay Boulevard, making the implementation of bus rapid transit on this southeast Queens corridor all the more urgent, according to a new analysis from the BRT for NYC coalition. Crash stats bring home the point that new pedestrian islands and other safety measures in DOT’s Woodhaven BRT project are critical to reducing the carnage on one of the most dangerous streets in the city.

Woodhaven Boulevard regularly appears near the top of the Tri-State Transportation Campaign’s list of the city’s most dangerous streets. More pedestrians were killed by motorists on Woodhaven from 2011 to 2013 than on any other street in Queens, Tri-State reported in March, outpacing notorious roads like Queens Boulevard and Northern Boulevard. Citywide, only Flatbush Avenue and the Grand Concourse saw more pedestrian deaths.

An analysis released today by BRT for NYC coalition member Transportation Alternatives pinpoints the intersections with the most crashes on Woodhaven [PDF], based on NYPD crash data from July 2012 to December 2014. They are:

  • 101st Ave & Woodhaven Blvd: 42 crashes, 62 injuries, 1 fatality

  • Jamaica Ave & Woodhaven Blvd: 38 crashes, 52 injuries, 2 fatalities

  • Queens Blvd & Woodhaven Blvd: 32 crashes, 42 injuries, 0 fatalities

  • Atlantic Ave & Woodhaven Blvd: 32 crashes, 55 injuries, 1 fatality

  • Rockaway Blvd & Woodhaven Blvd: 30 crashes, 18 injuries, 0 fatalities

Among the victims was Yunior Antonio Perez Rodriguez, 35, killed by a hit-and-run driver after he stepped off a pedestrian island near Jamaica Avenue in December 2013 — just months after another man was killed trying to cross Woodhaven at the same location.

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Woodhaven Select Bus Service May Get Physical Separation in Some Areas

Image: DOT/MTA [PDF]

Cross Bay Boulevard could get a wide planted median, bus bulbs, and a road diet. Image: DOT/MTA [PDF]

After unveiling the preferred design for six miles of the Woodhaven Boulevard Select Bus Service project earlier this week, DOT and MTA met yesterday with advocates, elected officials, and community board members to go into greater detail. The agencies are considering physical separation for bus lanes at key locations on Woodhaven, and they showed potential designs for the southern stretch of the project on Cross Bay Boulevard.

Sources who attended the meeting said DOT is looking into separating bus lanes with flexible posts, small “armadillo” bollards, or a mountable curb like the one installed on a block of the Sands Street bike lane.

Select Bus Service would run on the Q52 and Q53 lines. Click to enlarge. Map: DOT/MTA [PDF].

Select Bus Service would run on the Q52 and Q53 lines. Click to enlarge. Map: DOT/MTA [PDF].

Camera enforcement could also keep drivers out of the bus lane, but bus cams on Woodhaven will require state legislation. Either way, it appears DOT is interested in more than just cameras. “[DOT staff] seem to recognize that they can’t count on photo enforcement, even with legislation authorizing it,” said Glendale resident Toby Sheppard Bloch, who went to yesterday’s meeting. “They said that they don’t think paint is good enough.”

The agency confirmed that it is looking at some type of separation for bus lanes on Woodhaven, and its presentation yesterday [PDF] shows a variety of barriers and rumble strips as options.

The presentation also shows how DOT would redesign the Cross Bay Boulevard section of the project (Woodhaven turns into Cross Bay south of Liberty Avenue). The Cross Bay designs call for dedicated bus lanes between the parking lane and general traffic lanes, which is a typical configuration on other SBS routes. The designs would also expand the center median, currently six feet wide, and add trees.

“They put a pretty heavy emphasis on placemaking, on making the boulevard more attractive,” Bloch said of DOT’s presentation.

One option would maintain three car lanes in each direction, creating space for dedicated bus lanes and a slightly wider median by narrowing the general traffic lanes. The better option would add bus lanes while trimming the general traffic lanes to two in each direction. In this scenario, the median would be up to 22 feet wide at some crossings and 12 feet wide at crossings with left-turn pockets.

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DOT’s Design for Woodhaven Blvd Raises the Standard for Select Bus Service

Image: NYC DOT

NYC DOT has selected a design for Select Bus Service on Woodhaven and Cross Bay Boulevards, and it goes further than previous SBS projects to keep bus lanes clear of cars.

Under the proposal, buses would run in dedicated lanes set off from local traffic by concrete medians. While the bus lanes wouldn’t be physically separated from through traffic, the design avoids conflicts that have limited the performance of other SBS routes. In the Woodhaven design, buses won’t operate in a lane that attracts drivers trying to access the curb. Turning conflicts at intersections will also be minimized, with motorists turning right from Woodhaven merging across the bus lane mid-block to access the service road.

DOT said it expects the project to improve travel times 25 to 35 percent for the 30,000 daily bus passengers on the corridor.

“This is the kind of ambitious overhaul New York City’s bus riders deserve. This project means faster trips for tens of thousands of riders,” Mayor de Blasio said in a press release. “It means safer streets that save lives. And it means that communities from the Rockaways to Elmhurst that have long been underserved by public transit will see real improvements in their daily commute.”

The design is the same as “Concept 2” revealed at public workshops last fall, where bus riders and advocates gave it high marks, along with “Concept 3,” which called for a center-running busway [PDF]. The city says the central 6 miles of the 14-mile Woodhaven/Cross Bay project will have the Concept 2 configuration, according to the Daily News. The project will also feature standard SBS ingredients like off-board fare collection and traffic signals that hold green lights for buses. More details may be revealed at a Queens Community Board 5 meeting scheduled for tonight.

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A 90-Second Appeal to Fix Woodhaven Boulevard With BRT

The BRT for NYC coalition recently released this short video that succinctly makes the case for change on Woodhaven Boulevard in southeast Queens. If you haven’t personally experienced Woodhaven as a pedestrian or bus rider, it’s a good introduction to what’s at stake as NYC DOT and the MTA move forward with a project to improve transit service and street safety along more than 14 miles of this major corridor.

Improving travel times and reliability for the tens of thousands of people who ride the bus on Woodhaven every day will have to go hand in hand with improvements to the pedestrian environment. As you can see in the video, Woodhaven is so wide that people have to run to reach the other side of the street. All of the design options that NYC DOT has shown add more space for walking.

With Donovan Richards, Eric Ulrich, and every other City Council member whose district touches the project on the record supporting major changes, there’s a chance to do something bold and great on Woodhaven. The next round of design work for the project may be released early next year.

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First Look: Woodhaven BRT Could Set New Standard for NYC Busways

woodhaven_2

In one option, “Concept 2,” buses would run in dedicated lanes next to through traffic, keeping local traffic, drop-offs, and deliveries to service lanes and out of the way of buses. Image: NYC DOT

NYC DOT and the MTA have developed three design concepts for Select Bus Service on Woodhaven Boulevard and Cross Bay Boulevard in southeast Queens, and two of them go further than previous SBS routes to keep cars from slowing down buses [PDF]. All of the options include some measures to shorten crossing distances for pedestrians on one of the city’s widest and most dangerous streets.

The Woodhaven SBS project, which covers a 14.4-mile corridor running from the Rockaways to Woodside, is the biggest street redesign effort in NYC right now. All the City Council members along the route have said they want big changes, and the concepts on display last night indicate that DOT and the MTA can deliver.

Agency representatives showed the three designs at an open house in Ozone Park where residents could leave written comments on posterboards. City Council Member Eric Ulrich told me he liked what he saw, and bus riders and transit advocates were especially keen on “Concept 2” and “Concept 3,” which would create clearer paths for buses. Here’s a rundown of how each option would work.

Image: NYC DOT

Image: NYC DOT

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“Is It Really The Parking?”: Ozone Park Merchants Spar With Plaza Supporters

A new episode in a long-running conflict has cropped up in Ozone Park: A community group worked with the city to install a pedestrian plaza, but merchants, blaming poor sales on changes to traffic patterns, parking, and plaza upkeep, want the public space removed. A special forum hosted last Thursday by Queens Community Board 10 and DOT gave the two sides a chance to air their views in advance of potential changes. But plaza supporters say the merchants themselves are part of the problem.

A plaza in Ozone Park is nearly a year old. Many nearby merchants, saying it's killing business, want it removed. Image: DOT

A plaza in Ozone Park is nearly a year old. Many nearby merchants, saying it’s killing business, want it removed. Image: DOT

Public space is so scarce in Ozone Park that local children use a nearby municipal parking lot as a playing field. The plaza, installed last fall to carve out some more community space, is backed by the Bangladeshi American Community Development and Youth Services Corporation (BACDYS) as a maintenance partner. Early plans called for it to be installed a couple blocks away in Cypress Hills, Brooklyn, but DOT found the design would be better in Ozone Park. The agency held outreach meetings and secured support from, among others, Council Member Eric Ulrich, community boards in both boroughs, and local businesses.

But many business owners in the area are crying foul, saying the plaza has ruined business. They gathered dozens of signatures and outnumbered plaza supporters at last week’s meeting. “We need to remove this plaza,” said Ozone Park Discount Variety and Hardware co-owner Hasib Ali, who estimated that three-quarters of his customers arrive by car. “All customers come in to complain about parking.” Ali’s business partner, Ahmad Ubayda, said shop owners will be hiring an attorney to fight the plaza.

“I do not want this plaza in front of my business. It’s killing the very existence of my business,” said Khemraj Sadoo, owner of Ozone Park First Class Laundry. “We need that plaza to move from there. We need two-way traffic once again.”

The plaza design, which pedestrianized a short section of Drew Street to connect a triangle-shaped pedestrian island with a nearby block, also extends up one block of 101st Avenue, from Drew Street to 76th Street. That block was converted from two-way car traffic to one-way westbound traffic. The plaza resulted in a net loss of what DOT Queens Borough Commissioner Dalila Hall described as “maybe one or two spots” for parking.

To ensure the plan wouldn’t have an outsize negative impact on parking, Hall said the agency performed surveys of parking occupancy before and after the plaza was implemented, and added parking meters to Liberty Avenue in an effort to improve turnover and access for customers. Most of the time, those on-street parking spots are empty,” Hall said of 101st Avenue. “You could always find a spot if you drove up.”

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The Case for Center-Running Bus Lanes on Woodhaven Boulevard

We can rebuild Woodhaven Boulevard as a great transit street. We have the space.

We can rebuild Woodhaven Boulevard as a great transit street. We have the space.

The proposal to improve bus service on Woodhaven Boulevard and Cross Bay Boulevard in Queens is the most exciting street redesign in the works in New York City right now, with the potential to break new ground for bus riders and dramatically improve safety. With as many as five lanes in each direction, Woodhaven Boulevard has plenty of space that can be devoted to exclusive transitways and concrete pedestrian safety measures.

NYC DOT and the MTA are holding a series of public workshops to inform the project, with initial improvements scheduled for this year and more permanent changes coming later. This is a chance for the city and the MTA to build center-running transit lanes that will speed bus trips more than previous Select Bus Service routes, where buses often have to navigate around illegally-parked cars. Critical design decisions could be made this summer.

Kathi Ko at the Tri-State Transportation Campaign has filed dispatches from the first round of public meetings, and she reports that participants ranged from change-averse to eager for “big and bold ideas.”

Of course, it’s the change-averse who sit on the community boards and are getting most of the local press attention. Queens Community Board 9 transportation committee chair Kenichi Wilson told DOT that “the only way I would support” the project is if it doesn’t affect curbside parking, according to the Queens Chronicle. At an earlier meeting, the first vice chair of Queens CB 10, John Calcagnile, predicted that the elimination of parking to make way for interim bus lanes “will have a real negative effect on businesses in the area.”

Experience with Select Bus Service suggests otherwise. Along Fordham Avenue in the Bronx, parking was eliminated and meters were added to side streets in order to run curbside buses for the city’s first SBS route. Merchants objected at first, but three years later, retail sales had improved 71 percent — triple the borough-wide average.

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